Automatic safety conteol itoe tsa



Jan. 29, 1929.

C. STERN AUTOMATIC SAFETY CONTROL FOR TRAIN LINE AIR BRAKES Filed Nov. 12, 1926 2 Sheets-Sheet QEQQMN jan. 29, 19296 a STERN CONTROL FOR TRAIN LINE AIR BRAKES AUTOMATIC SAFETY shee ts-sheat 2 Film? NQV. 12 1926 G t W- TEE She'll?! CHARLES STERN, OF JERSEY CITY, NEW JERSEY, .ASSIQEJGR, BY IEESNE ASSIGNMENTS,

" ABD'ZG MANUFAGTZJ'RING CGMEANY, O1 I'IOBGKEN, NEW JERSEY, A CORPORA- TIQN 01 DELAWARE.

AUTOMATIC SAFETY CONTRQL Application filed November present invention relates to improveautomatic safety control for train brakes, and nas for objects to secure owing 1esults:

: to maintain a unh i of the brakes throughout train; also a Form release of the brakes throughout the Second: to provide for the automatic application of the bralres in case or the accido; :a i closing or an angle eoclr.

Third: to prov' li e may be cl is whereby the train e the closed condil l ith the view, the inve scribec hereinafter, ticulariy pointed out in t and other objects in on will be more tully (lo-- and will be more parhe clanns appeneed hereto. q 1

in the drawings, wherein lnre symbols refor to like or corresponding parts throughut the several views,

l'agrammatic view showing an automatic to ty control for train line air brakes as constructed according to the present Figure 2 shows a bracket with cylinders thereon.

Figure is a top plan view of the eneers valve and partly broken away pipe anl valve fron'i main reservoir to the return line.

control e r' lfi by means of the removable fitting to the rear end of the train line 26 and at It from: end to the main reservoir W n -v L line or nee: s :11 V0 is shown ii and 1 FOB TRAIN-LINE AIR BRAKES.

Serial No. 148,055.

equalizing reservoir for chamber D pressure at l. The control cylinders, three in numshown at 22, 39 and 4:7.

iese cylinders, the reservoir and en gineers valve are all mounted upon the locomotive.

For convenience in construction the three co; cylinders may be cast in one with a brecl 60, shown in Figure 2 for conveni- G} l in bolting or otherwise afiixing the cylinders to the locomotive frame.

A operation, in order to secure uniform lication of the brakes the following is the procedure The engineers brake valve handle 10, is moved to service position, thereby opening up chamber D of the engineers brake valve ndicated generally at ll to the atmosphere the preliminary exhaust port 12.

l he pressure in chamber D, ordinarily maintained at the train line pressure of 110 pounds or less, as in the case of freight trains, lowered thus allowing the equalizine; piston l to move up, because of the g1 eater "rain line pressure maintained therebeneath, the train line pressure having; access to the bottom of the piston through the pipe 1& T he movement of the equalizing piston 13 to upper position opens the train line pressure in the engineers valve 11 to the sin cl 1 through the exhaust port 15. t pressure is received from the in -ine The equalizing reservoir 16 is 'onnected to chamber l) through the pipes c 17 and 18, which meet in the cross or fourway c phng 19. The gauge pipe 20 carryline pressure is connected to tho couplin; ard to this coupling is also connected the pipe 2i. whereby the chamber D pressure is also had in the upper end of cylinder 22. In the cylinder 22 below the piston 28 is 1naintained the return line pressure, so that when the engineers valve is moved to the service position, as before stated, and chamber D pressure allowed to fall, this drop in pres sure will also be felt in the upper end of cylinder 22, allowing the greater pressure beneath to raise the piston 23 and liftthe "alve 2% from its seat in the bottom of the cylinder which will have the effect to place the lower portion of the cylinder in cominunication with the atmosphere through the exhaust port This exhaust port is preterably of larger port area than the port area of the exhaust 15 of the engineei."s valve, this for the reason that the exhaust pipe evacuates the air from the return line connected with a hose at the end of the train.

The difficulty with the standard system is that when the engineefs brake is applied the train line pressure is evacuated 'lroni the trout of the train and gradually works its way lnickn'ardly, so ll at there is an initially greater applicatitm lot the. brakes on the first cars. This is undesirable tor the reason that it is not unitorm causing the cars in the rear to have a .iendency to run up on those in trout. lVith the present apparatus the air is evaeua ted not only from the trout ot the train through the usual train line 26, but it'- also at the same time evacuated from the rear oi' the train through the return line 27. which connected to the lower end of the cylinder 22 by the brz'inch connections 98 a lit 29.

In order to secure a nni'lorin release ol the brakes, the engii'ieer moves the bralc'e handle 10 to the re lease position as customary, and in so doing the brute handle it) arranged to strike a crank handle eta valve 1-51, which is normally kept closed by a coil spring 32 or other device. The valve Ill. opens the coininunication From the main reservoir 3?) through the pipe 84; to the return line 27. This return line prc'l erably includes a gauge 35 :tor showing in the engineers cab the condition of the pressureat the end of the train. It is uinlerstood. that the return line S27 is a continuous string of pipingextending from the trout to the rear oi the train and tor coupling to the rear end otthe train line 26, so as to place this rear end ot the train line-in the same conr inuniration with the main reservoir 3.33 as is lltitl by the trout end ol the train line. The main resenvoir pressure also circulated by the pipe Stile the brake valve and to the train line. At; a result pressure is led in to the trout and rear ends ol" the train line simultaneously and a uniform preze-ure thus had thrinighout the entire line resulting in the uuiitorni irelcasc oi the brakes throughout the train. The pipe 3-4; adjacent the valve 31 may he provided with the cut-outrock 37. This may be clot-ed in. case of emergency.

In case any of the angle cocks in the train line should become closed tor any reason or should the train. line become stoppedaip hv hose line jamming or the like, the en- 9 11186? ordinarily loses (petrol ot the line in rear of this obstruction. in order? to take care of this contingency let us tra sume that the angle cock indicated at X has become closed. In this case the train line pressure will be cut oli from this point 13: rearwardly and the unsupplied rear portion. of the train line will gradually leak pre sure so that the pressure will fall and this drop in pressure will also be felt in the return line, which is connected through the pipe 38 with the top of the second cylinder having the piston 40 and connected valve il. The lower portion of the cylinder 89 is connected with the extra train line pressure by the branch pipe 42 and the pipe 413 which is coupled to the main train line, as indicated at This extra train line is provided with the cut-out cock 4:5 to be closed for instance when switching. As the line pressure behind the closed angle l, cork X t'alls the. pressure in the upper portion ot the second cylinder 39 tails in like manner and permits the train line pressure below the piston 40 to force the same upwardly and open the vi lve 4:], thus leediin; the train line through the exhaust pipe 4th. This will act to apply the brakes on the train in trout of the closed or broken angle cock K. At the same time the train line pressure in the upper end of the third cylinder t", which is coupled to the extra. train line l3 falls and permits the pressure in the lower portion of the cylinder 4:7 to push the piston 48 upwardly thereby opening; the connected valve l0 and the exhaust port 50 below it. The lower portion of the cylinder i? receives train line pressure tron] the upper portion of the cylinder through the narrow groove 51 in the wall of the cylinder this groove bypassing the piston 48 in its lower position. The lower portion ot the third cylinder l7 lso receives the return line pressure through the branch pipe 51 in which included the check valve 52 permittin;- tlow into the cylinder but preventing hack flow into the return line. When the train line pres-inure "falls suddenly in the upper portion cit the third cylinder at? the coinbincd pressures in. the lower portion thereot will act to open the valve 49 and permit bleeding}; of the return line and bleeding]; ot the train line back out the broken or closed ai'lgi le cock X, thus implying the brakes in the rear portion ot the train, as well as in the trout portion. The gauge 3:3 will n'oinptly show the engineer the evacuated condition of the train line behind the closed. or broken angle cock X and he will be notified to charge this rear portion. lilo accomplishes this by opening the valve ill by hand independently of the brake valve. In opening the valve 31 the pressure itroin the main reservoir 33 flows into the return line charging the train line from the rear. The engini-ier can then make an application of the brakes.

The traininan. at the rear of the train will ltl t curry s detachable coupling having the right and left coupling heads 53 and with the trunsvese lose 55 tl'ierebetween. This coupling will also carry the gauge for showing to the traiumsn the condition of the pressure at "the end of both train and return lines. The tender of the locomotive nuist also be equipped with one oi the rigzght and l on; "too;

left c uplings but will o1 the I z 7 coupling be ng connccrec an. in use in order to charge "he 1 urn line as otherwise the brakes on the locomotive and tender through the the eco- 1 in order would be applied euti'muz'i'icolly first ,*lh.uler lu euse of usiu motive for switehini to plate) all oi the co lQiGi'l cars in the usual condition, 22s at the present, the cut-out och -2-5 may be closed thus muting out entirely lie improved oppzu'zuus the opcrui'iou of l and pcrmittuu: of the switclmur operations the prevzf custom.

in u-ccorclouce \viti Of course, ii is lo be understood that the switchnpfoperations may be carried out with the use of the present invention, but it would become uccess v to attach and (letuch the dummy cougl 2 in the rear of each moving" train. This would become nec- 15nd cutting in the return essurv in coupling; i line on all oil? the cars. The invention wul the brakes are released, the release takes place also at the forward part if the (ruin, such forw: rrl port liming u tendency dl'l l lueili to run away from the rear uzu ll oi; th

tlll iu iv end pull out h l The uui'lorm' zipplieutii and rciczv e or the bruhcs i i o rc-ison l rho p invention, is, luu'eitore, great v 'n lhc operation rt lozu; 'frei ruins us the control is had both from 1 front zuul rear ends of i t i i it is obvious t i modifications may l cousli'imlion and d sign of the e: riticelly (has i'l Qil embodiment or this inrenli-ou "\Vi'll'lfllli llFPillllHQ' from the spirit ihercol", such changes and itllli")lOiJS bemg' restricted only by the scope or the vtol- 2 io mode ii the lowing claims.

l het is claimed is 1. An automatic sal et" eir b altos, comprisi, with the usual t control for train 1g in cor'binution rein ii valve, main reservoir, on eqir- D res. Aoir, a supplemental return line extending to and communicating with the rear portion of the l ne train line and iuving controlled. couununh cation with the main reservoir, whereby the engineer by actuation of the engineers valve may simultu' eously evacuate and charge the train line from both front and rear.

2. An automatic sort-y control for trei line sir brziies compri in conbiuetion with the usual train line, engineers valve, iuuin reservoir, an, equalizing reservoir, u return line extending through the train and in connnunicetiou at its rear with the rear portion of the train line and connecting at its trout with the main reservoir, 21 valve in the return line biased to u closed position and having on operating member disposed zul iucent the engineefis valve for simultaneous operation tluu'ewith wl en the eugiueefis vulve is moved in, one direction, and control means for uutonmticully evucrulting the rear portion of the train line through said return line when the cquulir'iing reservoir pi ssurc in the engineers elve falls.

3. An :uiton'urte safety control for thin line uir brakes con'iprising, in combination with the usual train line, engineers valve, rulin reservoir, on equalizing reservoir, a return line extending through the train and in communication at its rear with the reur portion of the train line and connecting at its front with the main reservoir, and con trol means to automatically evacuating the rear portion of the train line through said return line when the equalizin :ervoir pressure in the engineers valve falls.

l. An automatic safety control for train 1i e air b 'akes comprising, in combination with the isuel train line, engincers valve, main reservoir, on equalizing reservoir, :1 return line extending through the tra in and in counnunication at its rear with the l pit-rtion of the train line and connect-ting st its iron" with the main reservoir, and u control means comprising a cylinder, :1- piston therein balanced upon one side by the equalizing reservoir pressru'e and upon its other side lfv the return line pressure, and it normally closed valve movubly connected with the piston for opening when the cquarizing reservoir pressure tells whereby to evacuate the return one.

An automatic surely cortrol for train line air brzzhos cmuprisiur. i1 combination with the usual train line, cngineers valve, :1 11min reservoir, u return line through the train in con'uuunicution with the rear portion of the train line and connected at its forward end to the main reservoir, and control means 11 rmally balanced by the return line and train line pressures but adapted to bleed the rain line on a reduction in pressure in the return line.

6. A automatic sattcontrol for train line air brzkes comprising, in combination with the usual train line, engineers valve, main reservoir, a return line through the Hil Ill

train in con'mninication With the rear portion of the train line and connected at its forward end to the main reservoir, and control means con'iprising a cylinder, a piston therein balanced by return line pressure on one side and the train line prcseure on the other side, and a normally closed alve coupled :l or moven'ient to said piston and hate the train line when the return line tails.

7. .i' in automatic su'l ety control tor train line air brakes comprising, in combination with the usual train line, engineefs valve, a main reservoir, 21 return line through the t aim in communication with the rear portion oi the train line and con nccted at its for- Ward end to the main reservoir, and control means iior evacuating the return line tollowing upon the sudden reduction in the train line pressure.

8. An automatic salety control. :lior train line air brakes cou'iprising, in combination with the usual train line, engineers valve, a main reservoir, a return line through. the train in communication with the rear portion o l? the train line and connected. at its forward end to the main reservoir, and coir troll means con'iprisin a cylinder, a piston therein balanced at one side by the train line measure and at the other side by both the train line and return line presurcs combined, and a normally closed valve coupled tor movement to said piston and adapted to evacuate the return line on a reduction in pressure oil the train line.

9. An automatic sat ety control for tr; line air brakes, comprising in combination with the usual. train line, engineefis brake, a main reservoir, an equalizing reservoir, control cylinders, pistons therein, normally closed evacuating; valves coupled for movement to the pir-rtons, connections for placing the return line pre Lure in communi*ation with. the valve side oil? the piston in the first cylinder and with the opposite side oil? the piston in the second cylini'ler, a coimect-ion for placing the equalizing re 'voir pressure against the opposite side of the piston in the first cylinder, and a connection for placing the train line pressure in communication with the valve side of the piston in the second cylinder.

ll). An. automatic safety control tor train line air brakes, comprising in combination with the usual train line, engineer's brake, a main reservoir, an equalizing; reservoir, means for evacuating: the return line pressure normally closed and balanced by the return line pressure on one side and the equalizing reservoir pressure on the opposite side, and means for evacuating the train line pressure norn'ielly closed and balanced. by the train line pressure on one side and the return line pressure on the other side.

11. An automatic safety control. for train line air brakes, comprising in combination with the usual train line, engineers brake, a main reservoir, an equalizing reservoir, means for evacuating the return line pressure either upon a falling equalizing reservoir pressure or a tall in the train line pressure.

12. An automatic safety control for train line air brakes, comprising in combination with the usual train line, engineefis brake, a main reservoir, an equalizing reservoir, a first control means, movable evacuating means therein balanced on one side by the return line pressure and for evacuating the train line pressure and balanced upon its other side by the equalizing reservoir pressure, and other control means having movable evacuating means therein balanced on or re side by the return line pressure and for cvzu'uating the return line pressure and balanced upon its other side by the train line pressure.

13. An auton'iatic safety control for train line air brakes, comprising in combination with the usual train line, engineers brake, a main. reservoir, an equalizing reservoir, a first control cylinder, balanced valve evacuating means therein accessible on its valved side to the return line pressure and on its opposite side to the equalizing reservoir pressure, a second cylinder having movable valved and balanced evacuating means therein accessible on its valved side to the train line pressure and on its opposite side to the return line pressure, and a third control cylinder having); movable balanced valved evacuating means therein accessible on the valved side to the return line pressure and train line pressure combined and on its opposite side to the train line pressure.

i l. [in automatic safety control for train line air brakes comprising, in combination with the usual. train line, engineer s valve, a main resewoir, a return line extending the length of the train and connected at its front end to the main reservoir, and a detachable coupling fitting having coupling heads :lor engaging the couplings on both the return and train lines for establishinainter-comnmnication between the same at the rear portion of the train.

15. lien automatic safety control for train line air brakes comprising. in combination with the usual train line, engineers valve. a main reservoir, a return line extending' the length oi the train and connected at its front end to the main reservoir, a detachable coupling fitting; having coupling heads for engaging the couplings on both the return and train lines for establishing intercon'ununication between the same at the rear portion of the train, and a gauge carried by the coupling for showing the pressure condition at the end of the train.

16. An automatic safety control for train line air brek' i cei'nprising the usual trein line, engineefis valve, main reservoir, an equalizing reservoir, :1, return iine extending the length of the train, a tie eiiebie fit g; for piecing the rear ends of tile train line and return iine in communication, said return line being in communication with the main reservoir, :1 gauge fer showing to the engineer the train line pressure, a juxtaposed. for the return line pressure, and valve in the return line accessible for nt manipulation by the engineer jerked for simultaneous movement engineers valve in one position of letter.

In testimon viiereof I efiix my signature.

CHARLES STERN. 

